Auxiliary steering arrangement for vehicles



Aug, 10, 1-954 c. s. ASH 2,686,063

AUXILIARY STEERING ARRANGEMENT FOR VEHICLES Filed May 18, 1950 7 Sheets-Sheet 1 Aug. 10, 1954 c. s. ASH

AUXILIARY STEERING ARRANGEMENT FOR VEHICLES Filed May 18, 1950 7 Sheets-Sheet 2 Snventor (far/25 Q5: flap 5M2 (lttornegs Aug. 10, 1954' s. ASH 2,686,063

AUXILIARY STEERING ARRANGEMENT FOR VEHICLES Filed May 18, 1950 7 Sheets-Sheet 3 7 Juventor Czar/25 5. H5? flmt/idffiw m (Ittornegs Aug. 10, 1954 c. s. ASH

AUXILIARY STEERING ARRANGEMENT FOR VEHICLES Filed May 18, 1950 7 Sheets-Sheet 4 gal)? 3 nnen tor Cfcvks 6 Gttorneg5 & I

Aug. 10, 1954 c. s. ASH 2,686,063

AUXILIARY STEERING ARRANGEMENT FOR VEHICLES Filed May 18, 1950 7 Sheets-Sheet 5 gar/e5 60%; @MW 165% Aug. 10, 1954 c. s. ASH

AUXILIARY STEERING ARRANGEMENT FOR VEHICLES Filed May 18, 1950 7 Sheets-Sheet 6 Gttornegs C ar/e5 051/45 aflwv agiw Aug. 10, 1954 c. s. ASH

AUXILIARY STEERING ARRANGEMENT FOR VEHICLES Filed May 18, 1950 7 Sheets-Sheet 7 ZSnventor C ar/@: c5. 075 al/AW fflagfiu attorneys Patented Aug. 10, 1954 UNITED STATES ATENT OFFICE AUXILIARY STEERING ARRANGEMENT FOR VEHICLES 6 Claims. 1

This invention relates to self-propelled vehicles and, in particular, to vehicles, such as tractors, intended for towing other implements or vehicles.

One object of this invention is to provide an auxiliary steering arrangement for towing vehicles, such as tractors and trucks, wherein the draw bar to which the towed vehicle is connected is forcibly shifted to one side or the other, thereby causing the load to effect the steering of the vehicle so as to force it to hold a desired course with a minimum use of the regular steering mechanism.

Another object is to provide an auxiliary steering arrangement of the foregoing character which is adapted to be used in side hill operations to prevent sliding down of either the towing or towed vehicle or implement by shifting the draw bar so as to compensate for the sliding down effect and counteract the shifting of the towed vehicle or implements resulting from the sliding down tendency.

Another object is to provide an auxiliary steering arrangement of the foregoing character which is especially adapted for use with heavy loads, using the heavy load advantageously by shifting the pulling line relatively to the towing vehicle or mobile power unit, thereby turning a liability into an asset by making the heavy load assist the normal steering apparatus rather than hinder it, as it normally does.

Another object is to provide an auxiliary steering arrangement of the foregoing character which is adapted to be used not only on four-wheel drive tractors or vehicles, but also on ordinary twowheel drive tractors and general purpose vehicles of the type popularly known as jeeps.

Another object is to provide an auxiliary steering arrangement of the foregoing character which reduces the wear on the normal steering apparatus and reduces the amount of power otherwise wasted in steering, as in tractors which steer by braking the wheels on one side while applying power to the wheels on the opposite side, thereby enabling the tractor to use all of its power in pulling its load without requiring it to divert power to steering operations and requiring the use of the regular steering apparatus only when turning the vehicle around, such as at the ends of the field or furrow or in making a sharp turn, the auxiliary steering arrangement being used in mainatining a desired straightaway course such as traversing a field while towing a heavy load.

Another object is to provide an auxiliary steering arrangement of the foregoing character which can either be built into the tractor or other towing vehicle as a permanent part thereof or manufactured as a separate unit to be attached to a conventional tractor or truck.

Another object is to provide an auxiliary steering arrangement of the foregoing character wherein the draw bar is adjustable vertically as well as horizontally so as to adapt it not only to steering operations but also to changes in the level at which the towed vehicle or implement is most conveniently and efficiently towed.

In the drawings:

Figure l is a top plan View of a tractor equipped with an auxiliary steering arrangement according to one form of the invention, with the frame partly in horizontal section;

Figure 2 is a vertical section taken along the line 2-2 in Figure 1, with one of the hydraulic operating cylinders broken away to disclose the piston thereof;

Figure 3 is a fragmentary rear elevation of the tractor shown in Figure 2;

Figure 4 is a fragmentary top plan view showing the rearward portion of a tractor equipped with a modified auxiliary steering arrangement according to the invention, but with the ground wheels omitted;

Figure 5 is a fragmentary vertical section taken along the line 5-5 in Figure 4 with one of the wheels added;

Figure 6 is a fragmentary top plan view of a second modified steering arrangement, with a portion of the frame broken away to show the screw and nut mechanism for shifting the draw bar, and also with the wheels omitted;

Figure 7 is a fragmentary vertical section taken along the line l'! in Figure 6;

Figure 8 is a fragmentary vertical section through the manual operating device for the auxiliary steering arrangement shown in Figure '7;

Figure 9 is a top plan view of a two-wheel drive tractor equipped with a further modification of the auxiliary steering arrangement of the invention;

Figure 10 is a side elevation of the tractor shown in Figure 9, partly in vertical section along the line iii-l 0 therein;

Figure 11 is a top plan view of a general purpose vehicle or truck equipped with a further modification of the auxiliary steering arrangement of the invention;

Figure 12 is a side elevation of the general purpose vehicle and steering arrangement shown in Figure 11;

Figure 13 is a fragmentary top plan view of the rearward portion of a tractor similar to that of Figure l but with the ground wheels omitted and equipped with a further modified auxiliary steering arrangement wherein the draw bar is reciprocable vertically as well as swingable horizontally;

Figure 14 is a vertical section taken along the line Hll i in Figure 13, with one of the ground wheels added; and

Figure 15 is a diagrammatic top plan view of a tractor according to the form of the invention shown in Figures 1. 2 and 3, but equipped with the draw-bar shifting arrangement shown in Figures 7 and 8, illustrating the operation of the invention.

Hitherto, in tractors and other towing vehicles towing heavy loads, it has been found difficult to maintain a desired course because of the influence of the heavy load on the normal steering apparatus. This is especially true where a relatively light-weight tractor is pulling a heavy vehicle or implement across a field, or towing such an implement, like a gang plow, which sets up a heavy resistance to towing. The problem of maintaining a desired course is of increased difficulty where the tractor is being used on a side hill, in which case there is a constant tendency to slide downward to one side or to slide into the rows which are being cultivated. As a consequence, much effort is required on the part of the operator to steer the vehicle in order to compensate for such deviations from the desired course, the exertions thereby required being fatiguing to the operator where the tractor is manually steered by moving the ground wheels. On the other hand, where the tractor or other towin vehicle is of the type which is steered by braking the ground wheel or wheels on one side of the vehicle while applying power to the ground wheels on the other side thereof, a considerable amount of power of the engine is wasted in maintaining the desired course and correcting the steering deviations.

The present invention provides an auxiliary steering arrangement which alters the position of the pulling line relatively to the tractor or other towing vehicle by forcibly shifting the draw bodily from side to side as steering corrections are needed, thereby causing the heavy load under tow to assist the steering operations and relieve the regular steering apparatus from the necessity of correcting the course being steered. The present invention thus converts a heavy load from a liability into an asset by causing the load itself to assist in maintaining the desired course. The auxiliary steering arrangement of the present invention contemplates shifting the draw bar either hydraulically or mechanically, and provides a laterally shiftable draw bar which may be built into the tractor at the factory as an integral part thereof, or as a separate unit which can be added to existing tractors, trucks, or the like as an attachment. A further modification of the invention enables the draw bar to be raised or lowered to different levels as well as to be shifted laterally for auxiliary steering purposes. One form of the invention shifts the draw bar by means of one or more hydraulic cylinders which may also be used for operating other implements than the auxiliary steering apparatus.

Referring to the drawings in detail, Figures 1 to 3 inclusive show a four-wheel drive tractor, generally designated 28, equipped with an auxiliary steering arrangement, generally designated 2 I, according to one form of the invention. The tractor 29 is shown only in its broad aspects, the

details thereof being described and claimed in my co-pending application, Serial No. 162,617 filed May 18, 1950, for Tractor. Briefly described, the tractor includes a main frame structure, generally designated 22, including longitudinal inner frame members 23 of channel cross-section interconnected by forward and rearward cross members 2 5 and 25 and an intermediate cross member 25. An internal combustion engine 2? of a conventiona1 type is mounted partly upon the cross member 26 and partly upon inwardly projecting frame extensions 28 of U-shaped form secured to the longitudinal inner frame members 23 and bolted to the clutch and flywheel housing 29 which forms an integral part of the engine 21.

Extending forwardly from the clutch and flywheel housing 29 is a transmission housing containing change speed and power transmission gearing (not shown). The change speed gearing is manipulatedby a conventional shift lever 3i mounted in a bell-shaped casing 32 bolted or otherwise secured to the top of the transmission housing 38. Bolted or otherwise secured to the opposite sides of the transmission housing 36 are the flanged inner end portions 33 of hollow tubular right and left front axle housings 343 having inner lugs 35 integral therewith and bolted to the frame members 23. The axle housings 3 are provided with intermediate lugs 35 which are bolted to outer approximately vertical side members 3'! which are connected to the channel frame members 23 by horizontal plates or running boards 33 (Figure 3) welded or otherwise suitably secured thereto. The side members 31 at front and rear are provided with converging portions 39 to the lower portions of which are secured steps so by which the operator may climb aboard the vehicle. The side members 37 serve not only to strengthen the frame structure 22 but also serve to shield the operator from contact with the front and rear ground wheels ll and 82 respectively.

The front ground wheels are rotatably mounted upon the front axle housings 3t and driven by live axles passing therethrough from the gearing within the transmission housing 38 in a manner disclosed in my previously-mentioned co-pending application, serial No. 162,617, filed May 18, 1950, for Tractors. Sleeves 43 extending inwardly from the hubs of the wheels ii in telescoping relationship with the outer ends of the axle housings 34 and journaled thereon, carry sprockets M meshing with sprocket chains 35 which in turn mesh with and drive sprockets 56 rotatably mounted on tubular driving sleeves 5'5. The latter in turn are journaled upon the outer ends of a fixed or dead rear axle t8, and are drivingly connected to the hubs of the rear ground wheels :12. The stationary rear axle i8 is preferably of square cross-section and is secured by bolts 49 (Figure 2) and tie plates oil to laterally extending channel members 5i welded between the longitudinal frame members 23 and the side members 37 (Figure 1).

Mounted on the forward portion of the frame structure 22 is a box-like structure 52 (Figure 2) carrying cars 53 at its forward end supporting a pivot pin 54 upon which the forward end of a cantilever seat-supporting member 55 is pivotally mounted. A spring 56 extending between the rearward end of the seat-supporting member 55 and the structure 52 yieldably supports the pedestal or upright '51 upon which the operator's seat (not shown) is mounted.

The auxiliary steering arrangement of the present invention is generally designated 59 and is attached as follows to the lower and rearward portions of the tractor 20. Extending downward from the bottom of the transmission housing 30 are two laterally-spaced ears 86 which are bored to receive a pivot shaft El upon which an approximately U-shaped draw bar bracket 62 is pivotally mounted. Pivotally secured to the draw bar bracket 62, as by the pivot bolt 63 (Figures 1 and 2) is the enlarged slotted end 64 of a draw bar 85. The end 64 is provided with :gslot 66 adapted to receive the draw bar bracket Secured as by welding to the rearward ends of the longitudinal frame members 23 and extending downwardly therefrom are two parallel angle members 61, the lower ends of which are interconnected by upper and lower vertically spaced arcuate guide members 68 and 69 respectively, the ends of which are spaced apart from one another by spacing blocks l5. The guide members 88 and 69 are provided with arcuate rearward edges 1! and 12 respectively centered at the axis or center of the pivot bolt 63. The draw bar 65 passes through the elongated space 13 between the upper and lower guide members 68 and 69 (Figure 3) and is drilled to receive a pin M which is located closely adjacent the arcuate guide edges H and 12 of the guide members 68 and 69 respectively. The rearward end of the draw bar 65 is drilled as at to receive a coupling member by which the towed vehicle, im-

plement or trailer is connected to the tractor 2B.

In order to pull the draw bar 65 laterally to one side or the other from the solid line position to either of the dotted line positions of Figure 1, the draw bar 65 is bored as at it to receive an anchor bolt T! which pivotally supports an anchor block id in which the rearward ends of a pair of cables '19 are securely anchored, as at 80. The cables is near the ends of the upper guide bars 68 pass around pulleys 3% (Figure 1) supported on axle bolts 82 secured to the angle members El so as to change their direction from horizontal to vertical. Immediately above the pulleys 8i near the upper ends of the angle members 67 is a second pair of pulleys *83 mounted on axle bolts 84. The vertical courses of the cables '59 pass over these upper pulleys 83 and proceed forward to terminate in clevises 85 by which the cables 59 are secured to the rearward ends of rearward piston rods 86.

The piston rods 86 reciprocate in hydraulic cylinders 8! having rearward and forward heads 88 and 89 respectively and an intermediate mounting ring 98. The mounting rings 95 are provided with threaded pivot stems 9i (Figure l) which are pivotally mounted in bores 92 in the frame side members 23 and are retained in position by retaining nuts 93. The rearward piston rods 89 at their forward ends are connected to piston heads as, to which are connected the rearward ends of forward piston rods 95 (Figure 2) which terminate in clevises 96. The piston heads 94 are caused to reciprocate in the cylinders 8?! by pressure fluid delivered to either of the cylinder heads 88 or 39 through pipes S? and 58 respectively having flexible connecting pipes 99 and Hill (Figure 1). the service ports at the opposite sides of a conventional four-way hydraulic control valve Illl mounted on top of a conventional hydraulic pump I92 which in turn is mounted on the front end of the transmission housing 39 and driven by a power takeoff shaft (not shown) from the engine 21. The suction and discharge ports of the hydraulic pump Hi2 are, of course, connected The pipes 9'! and 98 lead to directly to the pressure fluid supply and. fluid exhaust ports of the four-way valve 10!, hence no external piping is necessary for this purpose. The four-way valve is controlled by a hand lever )3 which, when shifted, causes pressure fluid to be discharged into one of the pipes Bl and 98 and exhausted from the other of these pipes so as to move the pistons 94 simultaneously in opposite directions.

In the operation of the form of the invention shown in Figures 1 to 3 inclusive, let it be assumed that a towed vehicle or implement, such as a plow, is attached at 15 to the rearward end of the draw bar 65 and that the operator is seated upon the drivers seat. To start the tractor, the operator manipulates the gear shift lever 3| and clutch pedal (not shown) in the usual way, causing power to be transmitted from the engine 2? through the clutch, transmission and axles to the front wheels 41, and thence by the sprocket chains to the rear wheels 42, as explained in detail in my above-mentioned co-pending application, Serial No. 162,617 filed May 18, 1950, for Tractor.

Let it be assumed that the operator is plowing a field, resulting in a heavy load being placed upon the draw bar 65 due to the resistance encountered by the plow. Normal steering for the turpose of turning corners or turning around is conducted by braking one of the forward wheels M while applying power to the other front wheel in the manner described in the said co-pending application just mentioned. To correct deviations from the desired course, however, the operator shifts the control valve lever Its in one direction or the other to forcibly shift the draw bar 65 to the right or to the left from its normal central position shown in solid lines in Figure 1. The braking mechanism is omitted from the present disclosure in order to simplify the showing, and it is beyond the scope of the present invention.

To shift the draw bar to the right into the right-hand dotted line position shown in Figure 1, the operator shifts the control valve lever 163 to cause pressure fluid to be discharged from the pump I92 through the four-way valve llll into the pipe ill, thereby simultaneously discharging pressure fluid into the forward head 89 of the left-hand hydraulic cylinder 81 and rearward head 88 of the right-hand hydraulic cylinder .81, causing the left-hand. piston 94 to be shifted to the rear and the right-hand piston 94 to be shifted toward the front of the vehicle. At the same time, fluid is simultaneously withdrawn from the forward head 89 of the right-hand cylinder ill and the rearward head 88 of the left-hand cylinder 8? through the pipe Eli and returned to the pump M2 by way of the fourway valve act. The motion of the pistons 94 in this manner causes the right-hand rearward piston rod 955 thereof to pull the right-hand cable 19 in a forward direction, thereby pulling the draw bar to the right toward the upper dotted line position of Figure 1. This shifting of the pulling line ofi the central axis or center line of the tractor 20 causes the load of the pulled vehicle or implement, such as the plow, to be applied toward the right-hand rearward corner of the tractor frame 22, tending to steer the tractor 2G to the right and correcting a deviation or drift toward the left. Thus, if the tractor is pulling a gang plow which is plowing a side hill going upward to the right, the foregoing operation will steer the tractor 2b slightly uphill and thereby correct the downhill sliding tendency which is normally present in side hill plowing operations. The same manipulation will prevent the tractor from sliding leftward into rows of plants being cultivated by a cultivator connected to the draw bar 65.

To correct a deviation or drift from the desired course by using the load to steer the tractor 26 to the left, the operator shifts the control valve lever I03 in the opposite direction to admit pressure fluid to the pipe 93 and place the pipe 97 under suction. This action supplies pressure fluid simultaneously to the forward head 39 of the right-hand cylinder 81 and to the rearward head 88 of the left-hand hydraulic cylinder 3?, causing the right-hand piston 95 to move rearwardly and the left-hand piston 94 to move forwardly, pulling the draw bar 65 toward the lefthand corner of the tractor frame 22, that is, toward the lower dotted line position in Figure With the load thus applied to the left of the center line of the tractor near the rearward left-hand corner of the tractor frame 22, a pull is applied to the tractor tending to cause it to turn toward the left. Thus, by alternately shifting the draw bar 65 to the right or to the left, the operator can instantly correct any deviation from the desired course without the need of using the regular steering gear of the tractor operated by the brake mechanism mentioned above, but not shown herein, as shown diagrammatically in Figure 15.

The modified auxiliary steering arrangement lit shown in Figures 4 and 5 is similar in principle to the auxiliary steering arrangement 59 shown in Figures 1 to 3 inclusive and is mounted on a similar tractor 2G. The modified auxiliary steering arrangement H6, however, is operated by a single hydraulic cylinder rather than the double hydraulic cylinders I shown in Figure 1. For this purpose, the tractor frame 22 is provided with an additional cross member Iii extending between the inner frame side members 23. Also extending between the side members 23 and a plate H2 positioned immediately below the center of the cross member ii are downwardly and inwardly directed braces I it forming a generally V-shaped rearwardly and downwardly extending structure. Secured to the angle members S's near the lower ends thereof are arcuate guide members IM and I I5 with a space 5 26 be tween them for the passage of the draw bar I if. The draw bar IIl' at its forward end is provided with a hub i It which is pinned or otherwise drivingly connected to a vertical shaft I I9, the upper and lower ends of which are journaled in the cross bar HI and a V-shaped brace I2 having its outer ends secured to the lower arcuate guide member H5 (Figure 5). Intermediately, the shaft H9 passes through the plate H2 and is braced by the braces I I3.

Extending laterally from the upper end of shaft HS and drivingly connected thereto is a crank arm I2! (Figure 4), the outer end of which is pivotally connected as at 22 to a clevis E23 mounted on the rearward end of a piston rod I25, the forward end of which is connected to a piston head I reciprocably mounted in a hydraulic cylinder I25, the forward end of which is pivotally mounted as at I21 upon a block I28 attached to the left-hand frame extension 28. Connected to the forward and rearward cylinder heads I29 and I 30 respectively are the flexible pipes i013 and at leading to the pipes 98 and 9'! respectively. These are connected to the pump I82 by way of the four-way valve IIII described in connection with Figures 1 to 3 inclusive.

The draw bar I I! is bored as at IilI for receiving (ill the coupling device by which it is connected to the towed vehicle or implement, and swings to and from within the upper and lower arcuate guide members II 4 and H5, the rearward edges !32 and I83 of which are centered at the axis of the shaft I iii.

The operation of the modified auxiliary steering arrangement IIO of Figures 4 and 5 is generally similar to the operation of the auxiliary steering arrangement 59 of Figures 1 to 3 inelusive. To shift the draw bar II'I forcibly to the right, pressure fluid is admitted through the pipes 93 and Hit to the forward end of the hydraulic cylinder I26, pushing the piston I25 and piston rod I24 thereof rearwardly so as to swing the crank arm I2I in a counterclockwise direction. This shifts the draw bar II I toward the right-hand rearward corner of the tractor frame 22 and counteracts a deviation or drift of the tractor 20 to the left by applying a steering effort to the right.

The modified auxiliary steering arrangement, generally designated Mil, shown in Figures 6 to 8 inclusive is similar as regards the draw bar MI and its upper and lower arcuate guides i 52 and I43 to the corresponding parts of the auxiliary steering arrangement 59 shown in Figure 1, except that the forward end of the draw bar MI is pivotally mounted upon a stud I it which is threaded into a boss I 35 on the bottom of the clutch and flywheel housing 29 (Figure 7). A retaining nut I holds the draw bar I H in position. The rearward end of the draw bar MI passes through the space between the upper and lower arcuate guide members I42 and M3 and is drilled as at I47 to receive the coupling device by which the towed vehicle or implement is attached thereto.

In order to forcibly shift the draw bar E44 to and fro into the dotted line positions, an internally threaded nut IE8 is provided with a downwardly extending stem his pivotally mounted in an elongated slot I56 in the draw bar MI. Threaded through the nut I48 is a correspondingly threaded screw shaft I 5! (Figure 6), one end I52 of which is rotatably mounted in a bracket I53 secured to the right-hand vertical angle member 67. The opposite end of the screw shaft i5! is journaled as at I54 in a worm reduction gear housing I55 which in turn is mounted on a bracket I56 which is bolted as at I5! to the left-hand vertical angle member 6?. Mounted on the left-hand end of the screw shaft I5! is a worm wheel I 58 and meshing with the worm wheel IE8 is a worm i553 mounted on the end of an upwardly inclined shaft I60 (Figure 7). The lower end of the shaft 16E) is journaled in a housing extension IEI which houses the worm I59, whereas the upper end of the shaft I68 is journaled in a boss I62 (Figure 8) in a side wall of a bevel gear housing I63. The latter is mounted on a bracket I64 which is bolted as at I65 to one of the longitudinal frame members 22. Pinned or otherwise drivingly secured to the upper end of the shaft ISO is a bevel gear I55 which meshes with a bevel gear I6! pinned or otherwise drivingly secured to a crank shaft 558. The latter is rotatably mounted in a boss its in the cover plate i'Ifl of the bevel gear housing I53. A hand crank I?! with a handle H2 is pinned or otherwise drivingly secured to the crank shaft I68.

In the operation of the modified steering arrangement shown in Figures 6 to 8 inclusive, as shown diagrammatically in Figure 15 the forc- Iii5, additional braces 9 ible shifting of the draw bar MI affects the steering of the tractor 20 in the same manner as has been heretofore described. The draw bar is shifted to and fro from the center line of the tractor 23 by rotating the hand crank Ill and consequently the shafts I68, I50 and E! in order to move the nut M8 to and fro along the screw shaft I5l. The connection I49, H59 between the nut I48 and the draw bar I4I forces the draw bar MI to follow the travel of the nut I 38. Thus, the draw bar MI is shifted mechanically rather than hydraulically as in the previous forms of the invention.

The modified auxiliary steering arrangement, generally designated I80, shown in Figures 9 and 10 is an application of the auxiliary steering arrangement to a conventional tractor, generally designated I8I, having rear ground wheels I82 which are driven from axles I83 mounted in housings I84 bolted to the transmission housing 585. The tractor I8! is provided with an engine I36 beneath a hood I81 in the forward part of the vehicle, and a front wheel support I88 is pivotally mounted at the forward end of the tractor IBI and rotated by a steering wheel I89 in a steering post we in order to turn the front wheels I9! to normally steer the vehicle. A seat I92 is mounted upon a cantilever bar I83, the lower end of which is secured to the transmission housing 185.

The auxiliary steering arrangement I30 is almost identical with the auxiliary steering arrangement Ht shown in Figures 4 and 5 and similar parts are similarly designated. The upper cross member IIi is supported on upper braces E94 bolted to the transmission housing I85, whereas the lower cross member IZB is connected by braces I85 to the transmission housing I96 extending upward therefrom to the upper cross bar l I i. The draw bar Ill is, as before, swingable to and fro between upper and lower arcuate guide members H4 and M5 by means of a vertical shaft IIii carrying a crank lZl which is shifted to and fro by the piston rod I24 of the hydraulic cylinder I25 in response to the manipulation of the control lever 563 of the four-way valve Iiil regulating the distribution of pressure fluid from the pump I62. The latter is driven from the engine of the tractor I8! through any suitable mechanism.

The operation of the auxiliary steering arrangement I80 of the tractor ISI is substantially identical with that described in connection with the auxiliary steering arrangement Ht of Figures 4 and 5 and requires no repetition.

The modified steering arrangement, generally designated 2%, shown in Figures 11 and 12 is applied to a truck or general purpose vehicle,

. generally designated 20!, of the type popularly known as a jeep. The construction and operation of the auxiliary steering arrangement 2% is substantially similar to those of the auxiliary steering arrangement I89 and accordingly no additional description is necessary.

The modified auxiliary steering arrangement 2m shown in Figures 13 and 14 is also generally similar in construction to the auxiliary steering arrangement Iii of Figures 4 and 5 and similar parts are similarly designated. In Figures 13 and 14, however, the draw bar i ll is not fixedly mounted upon the vertical shaft l I9, but is movable vertically up and down it in orderto give a vertical adjustment to the draw bar I IT. For this purpose, the draw bar H1 isprovided with an elongated hub I I8 which is connected by an additional brace 2 to the draw bar II'E (Figure 14) and which is drivingly connected as by the spline 2I2 to the shaft H9. The upper end of the hub IE8 is provided with a shift collar 2I3 engaged by a shift yoke 2M which is bolted as at 2I5 to the lower end of a piston rod 2%. The piston rod m at its upper end is connected to a piston 2 I? which is reciprocable in a vertical hydraulic cylinder 2 I8, th lower end of which i mounted on a bracket 2I9 bolted or otherwise suitably secured to the cross member III. Pipes 22d and Hi lead respectively to the upper and lower heads 222 and 223 of the hydraulic cylinder 2I8, the lower head 223 forming a part of the bracket fit. The remaining parts are similar to those shown in Figures 4 and 5 and are similarly numbered.

The operation of the modified auxiliary steering arrangement 2H3 attached to the tractor 26 is generally similar to that of the steering arrangement iii! shown in Figures 4 and 5 and hence requires no repetition. The draw bar H7 is shifted to and fro by admitting pressure fluid to the forward or rearward end of the horizontal hydraulic cylinder I26 to swing the crank arm I2! and consequently swing the draw bar Ill laterally into either of the dotted line positions shown in Figure 13. To raise the draw bar .I I1, however, the operator admits pressure fluid to the pipe 22L which pressure fluid, acting under the piston 2 ll, forces the piston 2i i upward, carrying with it the piston rod ZIS and shift yoke 2H2. The upward motion of the shift yoke 2M by its engagement with the shift collar 2E5 likewise moves the hub H8 of the draw bar Ill upward along the shaft i I9, thereby applying a vertical adjustment to the draw bar i H. The spline or key 2i2 between the hub H3 and shaft H9, however, maintains a driving connection therebetween, even though the hub H8 and consequently the draw bar II? is raised or lowered.

In all of the foregoing forms of the invention, it is of course necessary to the operation of the auxiliary steering arrangement that a load of some kind be connected to the draw bar. In the absence of such a load, such as when the towing vehicle is operating alone, the main or normal steering gear is employed to steer the vehicle, namely by braking the wheels on one side of the vehicle and applying power to the wheels on the other side, as previously explained herein. It will also be evident that in place of the wheels ii and ii, a caterpillar or endless belt type of tread may be employed, as the principles of the invention apply equally well to such a tread. The load which is pulled by the towing vehicle may be of various types, such as vehicles, agricultural or earth-moving implements, sledges, stone boats, drags, road-making and road-repairing machinery, military equipment including 0rdnance. The device may be used in connection with travel over snow or ice-covered surfaces, towing any of the above loads.

The action or" the load and the auxiliary steering arrangement of the present invention upon one another is somewhat analogous to the ac tion of a ship being steered by its rudder. In a twin-screw ship operating in a body of water without current or wind, the rudder merely alters the course of the ship when it is placed at an angle to the center line of the ship. In single screw ships, however, the screw propeller itself exerts a torque and lateral effect tending to steer the ship slightly off course, and this is counteracted by the rudder. Currents, tide and winds also create effects which are counteracted by the use of the rudder. In the present invention, the load which is under tow also serves to effect alteration of the course of the: vehicle when the draw bar is forcibly shifted to one side or the other of the center line of the vehicle, as explained above, and as shown diagrammati ally in Figure 15.

Figure 15 shows how the four-wheel drive tractor 23) is steered by shifting the load application point M"! on the draw bar Hi1 relatively to the guide I42 while maintaining the drive on all four wheels ll, 42. In this manner, full traction is maintained while steering is being accomplished, in contrast to the traction being obtained on only two wheels when steering is being accomplished by braking the other two wheels. Two-wheel traction drive frequently creates difficulty in steering because of lack of traction, particularly on ground where ordinary traction is diminished by other factors, such as mud, sand or a slanting terrain.

The action of the load applied to the shifted load-application point 47, as shown in Figure creates a partial skidding effect, as shown in the dotted line position of the tractor, causing the tractor to execute a turn. If the draw bar i lll is not shifted back to its central position,

the tractor executes a turn in a complete circle.

In the machine as actually constructed, a stone boat used as the load and weighted down with stones, causes the displacement of the tractor 2d as shown in the dotted lines of Figure 15, and the turning action occurs as stated above. While the turn is being executed, the draw bar is! is, of course, forcibly held in its displaced position by the screw llii and nut 148 or other means of displacing the draw bar shown in the other forms of the invention, as a freely swinging draw bar which is not so forcibly held will not create the above-described steering effect. Experience with the machine as actually constructed has shown that the tractor drawing a stone boat loaded with rocks by forcibly shifting the draw bar i ii accomplishes steering in a very easy manner with a very small expenditure of power while still maintaining traction on all four wheels. By using the normal steering arrangement of braking two wheels with power applied only to the other two wheels and without the aid of the shifted draw bar Mi, it has been found that a much greater amount of power is required in steering the tractor, and in muddy ground or on steep side hills, such steering becomes very difiicult and uncertain in comparison with steering by the cooperative use of the load and the shifted draw bar, as described above.

What I claim is:

1. An auxiliary steering arrangement for a towing vehicle comprising a pivot element pivotally mounted on said towing vehicle on a vertical axis, a draft member reciprocably mounted on said pivot element for axial motion therealong and extending rearwardly therefrom, said draft member being drivingly connected to said pivot element, a draft member swinging device operatively connected to said draft member and effective to move the rearward end of said draft member laterally to and fro, force-applying mechanism operatively connected to said swinging device, and a motive instrumentality reciprocably connected to said draft member for moving said draft member axially along said pivot element.

2. An auxiliary steering arrangement for a I2 towing vehicle comprising a pivot element pivotally mounted on said towing vehicle on a vertical axis, a draft member reciprocably mounted on said pivot element for axial motion therealong and extending rearwardly therefrom, said draft member being drivingly connected to said pivot element, a draft member swinging device operatively connected to said draft member and effective to move the rearward end of said draft member laterally to and fro, force-applying mechanism operatively connected to said swinging device, and a fluid pressure motor reciprocably connected to said draft member for moving said draft member axially along said pivot element.

3. An auxiliary steering arrangement for a towing vehicle comprising a pivot element pivotally mounted on said towing vehicle on a vertical axis, a draft member reciprocably mounted on said pivot element for axial motion therealong and extending rearwardly therefrom, said draft member being drivingly connected to said pivot element, a draft member swinging device operatively connected to said draft member and effective to move the rearward end of said draft member laterally to and fro, force-applying mechanism including a first fluid pressure motor operatively connected to said swinging device, and a second fluid pressure motor reciprocably connected to said draft member for moving said draft member axially along said pivot element.

4. An auxiliary steering arrangement for a towing vehicle comprising a vertical pivot shaft pivotally mounted on said towing vehicle on a vertical axis, a draft member reciprocably mounted on said pivot shaft for axial motion therealong and extending rearwardly therefrom, said draft member being drivingly connected to said pivot shaft, a draft member swinging device including a lever operatively connected to said pivot shaft and effective to move the rearward end of said draft member laterally to and fro, force-applying mechanism operatively connected to said lever, and a motive instrumentality reciprocably connected to said draft member for moving said draft member axially along said pivot shaft.

5. An auxiliary steering arrangement for a towing vehicle comprising a vertical pivot shaft pivotally mounted on said towing vehicle on a vertical axis, a draft member reciprocably mounted on said pivot shaft for axial motion therealong and extending rearwardly therefrom, said draft member being drivingly connected to said pivot shaft, a draft member swinging device including a lever operatively connected to said pivot shaft and effective to move the rearward end of said draft member laterally to and fro, force-applying mechanism including a fluid pressure motor operatively connected to said lever, and a motive instrumentality reciprocably connected to said draft member for moving said draft member axially along said pivot shaft.

6. An auxiliary steering arrangement for a towing vehicle comprising a pivot element pivotally mounted on said towing vehicle on a vertical axis, a draft member movably mounted on said pivot element for up-and-down motion relatively thereto, said draft member being connected to said pivot element and extending rearwardly therefrom, a draft member swinging device operatively connected to said draft member and effective to move the rearward end of said draft member laterally to and fro, motive mechanism operatively connected to said swinging device, and a motive instrumentality operably connected 13 to said draft member and effective to move said Number draft member upward and downward relatively 1,842,129 to said pivot element. 1, 2, 23 2,309,087 References Cited in the file of this patent 5 2,368,202 UNITED STATES PATENTS 1 9 Number Name Date 404,472 Dunn June 4, 1889 1,391,963 Miller Sept. 27, 1921 Number 1,542,093 Raymond June 16, 1925 22 1,612,896 Wenner Jan. 4, 1927 937 Name Date Thomas Jan. 19, 1932 Brown June 12, 1934 Arndt Jan. 26, 1943 Clark Jan. 30, 1945 Williams May 15, 1945 FOREIGN PATENTS Country Date Great Britain Jan. 18, 1946 Great Britain Mar. 14, 1949 

